Radio directional control system for vehicles



Aug. 14, 1945.

G. B. GREENE ETAL RADIO DIRECTIONALCONTROL SYSTEM FOR VEHICLES Filed June 23, 1941 3 Sheets-Sheet 1 FRONTLOOP REARLOOP 7 1=3:1 1

RECEIVER fi RECEIVER/ EA F NT 0 LOOPHOUSINGJ R R LOOP R0 LL 0P 6V I I j z 3 LOOP CONTROL Norms F w; [I 6 /0 SELSYN u/vms" /28 3/ 4, 4 r/E-M/ 5Q, COIVI'AOL REs/srANcEs CONTROL 'PANEL UNIT 22 fi 39$?- 36 RUDD/5R 4 SERVO r33 PILOT I CONTROL RESISMNCE 807 LOOP I PLANE I INVENTORS, GEORGE E. GREENE.

so E.

ATTORNEYS.

1945' v G. B. GREENE ElAL RADIO DIRECTIONAL CONTROL SYSTEM FOR VEHICLES 3 Sheets-Shea: 2

Filed June 23 1941 LOOP CON TR IN VEN TOR GEORGE E. GREENE.

BY LPH m GOBLE.

ATTORNEYS.

1945' G. B. GREENE ET AL RADIO DIRECTIONAL CONTROL SYSTEM FOR VEHICLES 7 Filed June25, 1941 3 Sheets-Sheet 3 T0 SERVOMOTOR ARM T0 FRONT LOOP SHAFT 7 RUDD/5R i .36 SERVO V INVENTORST MOTOR GEORGE a. GREENE. {3 BY RALPH n. cams.

ATTORNEYS.

Patented Aug. 14, 1945 UNITED STATES PATENT OFFICE RADIO DIRECTIONAL CONTROL SYSTEM FOR VEHICLES George B. Greene and Ralph W. Goble, Long Beach, Calif.

Application June. 23, 1941, Serial N 0. 399,326

20 Claims.

Radio direction finders of the homing coil type have been well known for many years. More recently, these devices have been improved to give a visual indication as to whether the vehicle upon which'the-device is mounted is headed directly upon its course or to the right or left thereof. Direction finders of this latter type (right-and-left indicators) use received radio waves to develop electric currents which are effectively in one direction when the axis of the device is directed to the right of the wave source and in the other direction when the axis is directed to the left of the source, being zero when the axis of the direction finder is pointed directly toward the source of the waves. Such direction'finders may be used merely to give an indication of right or left upon a center-zero meter, or a relay may be substituted for the meter and, upon relay operation to one side or the other of zero, setting thereof may be used to actuate the controls of the vehicle which in turn actuate the rudder thereof. When this is done in the simple homing coil manner, the direction finder is usually mounted with its axis in a fixed position coincident with the axis of the vehicle, whereupon the system maintains the vehicle on an apparent course directly toward its destination or home station. The actual course may, however, be quite different. If, for example, a vehicle such as a plane be flown in accordance with the indications of such a directional control and a cross wind be blowing, the plane will eventually arrive at its destination, but it will do so by a circuitous route which may carry it over dangerous or unknown territory.

It is the purpose of this invention to avoid these difficulties, and to provide a radio directional control which will maintain a vehicle substantially upon a direct course irrespective, of cross currents tending to deviate it therefrom; to provide a radio directional control which, when a vehicle is off a direct line between two radio transmitters emitting identifying signals, will operate the controls in such a manner as to direct the vehicle back to such direct line; to provide a directional control system which will so operate the directive mechanism of a vehicle asto come to an equilibrium with the vehicle upon its true course, i. e., to cause a vehicle such as a plane to crab into the wind to the necessary "degree; to provide a directional control which will operate, upon unmodulated waves, broadcast waves, or radio'beacons, as may be desired; to provide a radio directional control which is sufiiciently simple, light, and rugged to render its operation upon either commercial, military, or private aircraft economical and practical; and to provide a radio directional control system using rotatable loops mounted on a vehicle together with means for indicating the relative position of such loops, and for utilizing the relative position of said loops and said vehicle to control the vehicle.

Our invention is ideally adapted to fly a course between two radio transmitters, with one loop operating from a forward or toe station, and

the other loop operating on a rear or heel starent operating a servo motor, which in turn operated the rudder of the aircraft. The present invention, in its preferred form, is in essence two completely automatic direction finders, comprising two rotatable loops, preferably in a com mon housing, together with their respective separate receivers and power supply. The two loops are automatic null-finding loops separately controlled by their respective receivers in such a manner that both of them are simultaneously in.- dicating the null direction to one of the two transmitters, one of such transmitters being preferably in front of the craft and the other preferably in the rear thereof. The respective angular directions of the loops with respect to the airplane, may be indicated upon a suitable azimuth indicator wherein two indicating hands refer to a single navigation dialto give the transmitter positions with respect to the airplane. Thus the present device may be at the same time a duplex direction finder whichmay be operated as such, it can be utilized as a single direction finding unit, and if desired, as a communication receiver at the same time.

By indicating electrically as well as visually the loop positions, and by utilizing the movement of the loops to operate a bridge circuit, we are able to utilize the bridge circuit output currents to operate a servo motor controlling the rudder of a craft or vehicle, and by proper control of the bridge circuit by other factors, we are able to operate our invention strictly as a homing device where it will be relatively insensible to displacements from a straight line between two transmitters, yet be very sensible to yaw angles developed between the axis of the craft and the line between the craft and the leading transmitter.

The device, if desired, may also be operated as a device sensible only to displacement from the straight line course between the two transmitters, and yet be relatively insensible to yaw angles between the axis of the craft and the leading transmitter; or the device may be operated to Y give a blend of these two opposing characteristics.

The manner in which the device can be made to operate in these different manners will be more fully described later, and the advantage and dis- K advantages of each adjustment fully pointed out.

In the drawings:

Fig. 1 is a diagrammatic block unit circuit illustrating a system embodying our invention as applied to control of an airplane.

Fig. 2 is a polar diagram of the directional characteristic of a receiving system of the type used in our invention.

Fig. 3 is a circuit diagram of one null-finding loop together with its radio receiver and output 3 circuits for controlling the loop.

Fig. 4 is a circuit diagram of a control circuit utilized to operate the rudder of an airplane utilizing our invention.

Considering in detail one preferred form of apparatus and circuit etup capable of performing our invention, reference is made first to Fig. 1 showing the general system layout for an airplane direction finder operating in accordance with our invention. Here a front loop I which is adapted to receive signals from a toe radio station in front of the airplane, is mounted on a shaft 2 in such a manner that the loop can be rotated by a front loop control motor 3. Directly to the rear of front loop I is a rear loop 5 adapted to receive signals from a rear station or heel station and mounted on a rear loop shaft 6 capable of being rotated. The signals from the toe-station should preferably differ from those of the heel-station. Both loops are preferably positioned within a streamlined loop housin 1 which may be mounted on the plane with the long axis of thehousing parallel to the axis of the plane and preferably in the vertical plane passing through the longitudinal axis of the airplane. Rear loop shaft 6 is rotated by a rear loop control motor 8. Front loop control motor 3 is connected by motor control circuit ID to front loop receiver II, which is energized through input circuit [2 coming from front loop I, and rear loop control motor 8 is connected by rear loop motor control circuit [3 to rear loop receiver 15, receiver I5 being energized by rear loop input circuit l6. Also mounted on the front and rear loop shafts 2 and 6 respectively, are Selsyn or follow-up units and 2| respectively, which are connected by their respective electric circuits 22 and 23 to a panel navigation dial 24 of any desired type, circuits 22 and 23 operating indicating hands 25 and 26 which are operated by Selsyn followers positioned behind the dial as is well known in the art,,to indi cate the direction assumed by each loop. Flexible shafts may be used to move hands 25 and 26.

Also mounted in position to be varied by rotation of shafts 2 and 6, are control resistances 21 and 28 respectively, these resistances being connected by electrical circuits 3!] and 3| to a tie in control unit 32, the circuit of which will be later described.

Also entering the control unit is a servo motor resistance circuit 33 under control of a resistance 35 varied by a movable contact 36 attached to the operating bar 31 of a rudder servo motor 38. From the operating bar 31 controls 40 go to the rudder of the airplane. The servo motor is actuated from the control unit through circuit 39.

A panel resistance circuit 4! also enters the control unit 32 under control of a resistance 42 varied by pilot control arm 43. Preferably the pilot control is mounted adjacent navigation dial 24, and within easy reach of the vehicle pilot.

This completes the general setup of the equip ment for directional indication of the crafts course on the navigation dial 24, and for the automatic control of the airplane in accordance with the position of the two loops I and 5.

We refer next to Fig. 3 which shows a single loop and its associated receiver and loop control apparatus, and to Fig. 2 for the characteristic of the associated loop and receiver. Both loops and receivers are identical, soit is believed that the description of the front loop system will be sufficient. The loop control impulse is derived from a directional radio receiving system comprising front rotatable loop I as already described. The loop Lis tuned by a variable condenser to a radio wave transmitted from the destination of the airplane (toe station), and the two tenninals of the loop are connected through blocking condensers 5i and 5| to the two anodes 52 and 52 of a double diode rectifier tube 53, the two cathodes 55 and 55 being connected together and to ground 56. A center tap 51 on the loop also connects to ground through the primary 53 of a radio frequency transformer whose secondary 66 feeds front loop radio receiver or detector amplifier combination H of conventional design. This receiver may be of the superheterodyne or tuned radio frequency type or any other sufiicient- 1y sensitive radio receiver. The output of the'final detector of this receiver supplies the primary SI of an audio-frequency output transformer 62. One end of the secondary 63 of the output transformer is connected to ground. The other end connects through a lead 65 to the neutral point of a split resistance 66 and 66, the ends of which energize the grids 6'! and 61' of a pair of output tubes 68 and 68. These two' tubes may be either high vacuum amplifier tubes as shown, or they may be gaseous conduction tubes ofthe gridglow or thyratron type. In either event, their plate supply is alternating currentsupplied by an oscillator 10 through a transformer 7! whose secondary 12 is center-tapped and grounded and whose terminals connect through the opposed relay coils i3 and 13, to the output tube plates 15 and 15. The filaments 76 and 16 .are energized and connected in the usual manner. Bypass condensers H and T! are preferably bridged across the relay coils to assist in the elimination of any components in the receiver output which are derived from the reception of modulated waves.

The coils 13 and '13 act in opposition against a common armature 80, which carries upon its ficult to achieve.

end a valve member 8|, so that the operation of the relay in either direction serves to close one or the other of a pair of air tubes 82 and 82 and thus actuate the loop control motor 3, which turns the loop I in one direction or the other,

\ dependingon which of the airtubes 82 and 82 is blocked by the valve 8 I.

Vacuum line 85 supplies energy for the loop control motor, which may be any type of conventional air motor continuously rotatable in either direction as determined by action of valve member 81.. Electric or hydraulic motors are deemed full equivalents of the air motor.

The anodes 52 and 52" of the tube 53 are excited by alternatingpotential and current supplied by the A. C.'source .10 through a transformer IILthesecondary I12 of which is center-tapped and grounded, and whose terminals connect to the anodes 52 and 52' through radio frequency choke coils I13 and I13.

We may explain the operation of the loop mathematically by saying that when the loop I is receiving a radio signal of frequency f a current whose magnitude is proportional to A sin (sin Zqrft) circulates in the loop circuit. Here A is a coefficient expressing the receiving ability of the loop, and 0 isthe azimuth of reception'with respect to an. arbitrarily assumed positive direction along the.- loop axis. If the loop be unbalanced with respect-to ground, i. e., if one end of the loop be nearer to ground potential than the other, there will be added'to' the current due to the'loop effect a current due to the vertical antenna effect (hereinafter abbreviated to antenna effect") which is proportonal to where B is a reception coefficient depending upon the degree of unbalance of the loop and p is the phase angle of the current due to the antenna effect with reference to the loopeffect. The sign of'the antenna effect current depends upon which end of the loop is closer to ground potential, and the magnitude of the phase angle p depends upon a number of factors which include the tuning of the loop and the magnitude and nature of the impedance to ground which creates the unbalan'ce. If the coefficient A and B are equal and the angle p is zero, theresultant directional pattern Will be a cardioid, but in practice this is dif- B may be greater than A, which. gives a pattern resembling a cardioid in form but tending toward the circular. If the antenna effect be smaller than the loop effect (A B) a two lobed curve results which has clearly defined nulls only in the unusual case where the antena effect and loop effect currentsare exactly in phase, i. e., where p is zero.

Broken line curve St in Fig, 2 illustrates a typical form of directional pattern which is provided by grounding one end of the loop. Here the loop effect exceeds the antenna effect, and the angle of the formula is assumed to be 45, which is reasonably representative of conditions met in practice. It is well known that the directional characteristic of a loop antenna, such as the loop I. (if the loop be accurately balanced with respect to ground) is a figure eight pattern comprising two tangent circles, as is shown by the curve 8| of Fig. 2, i. e., its directional characteristic is a sine curve as shown in polar coordinates, the intensity of the current flowing in the loop being proportional to the sine of the angle of reception with respect to the axis of the 100p. l

The effect of the alternating potential applied to the anodes of the tube 53 is to. ground the two ends of the loop alternately. When one anode, e. g.,the anode 52, becomes positive, the path from this anode-to its corresponding cathode 55 and ground becomes conductive, while at the same time, the anode 52' is negative, the path to its corresponding cathode 5-5 is non-conductive, and the corresponding end of the loop is eifectively isolated from ground, giving the directional pattern shown by curve 80. An instant later the polarity of the source "it reverses, reversing potentials on the anodes 52' and 52' and also reversing the asymmetry of the directional pattern, as is shown by the solid line curve 82 of Fig. 2.

The curves. and 82 may be taken to represent the current circulating in the loop circuit, the potential applied to the input tube of the radio receiver, or the average current flowing in the primary 6| of the output transformer of the radio receiver. If the received wave be unmodulated the averageoutput current will be the total output current; if a modulated wave is being received the modulations will be superimposed upon the mean current flowing. If the two curves be considered from the point of view as representing the primary current in the transformer 62, this current will alternate between the values of the radii-vectors of the two curves when a wave is being received from a given azimuth. For example, if a wave is being received along the solid line .8? of Fig. 2, propagated in the direction indicated by the arrow, the current in the transformer primary 6| will be proportional to the intercept o-a on this line (between the origin and the curve 80), during the time when the anode E2 is positive, and will be proportional to the intercept o-b (between the origin and the curve 82) during the period when the anode 52 is negative and the anode 52 is positive. Since the current in the primary (ii is unidirectional, its alternating component will be proportional to the difference between the lengths of two intercepts, i. e., proportional to the length of the sector ct-b of the radius vector. It will be seen that for a wave arriving along the null axis Y-Y, the intercepts between the two curves and the origin are equal, and there will be no alternating component in the transformer E52 when an unmod'ulated wave is being received.

If, however, a wave is being received along the broken line flin Fig. 2 propagated in the direction indicated by the arrow, the current in the transformer primary will be proportional to the intercept oaon line (between-the origin and curve 82), during the time when the anode 52 is positive, and will be proportional to the intercept ob (between the origin and the curve 89), during the period when the anode 52 is negative and the anode 51 is positive. The currents in this case, however, through the primary 65, will be in the opposite direction to the currents passing through primary 6! for intercept ab between curves 80 and iii. I

The currents passing through transformer 92, therefore, will vary in direction in accordance with the angular displacement of the loop on each side of the null axis and this variation in direction is utilized to operate the loop control motors. i

; Trigger tubes '68 and 68 are adjusted to operate just below their triggering points, by variation of bias voltage thereon when there is no alternating component in transformer 62. Consequently, if audio signals of strength sufficient to cause triggering are imposed on the bias voltage through line 65 one or the other of the tubes will become triggered in accordance with the direction of the currents through transformer 62, the tubes having a positive voltage superimposed on its bias voltage will trigger at the half cycle as the voltage is impressed on it by oscillator I through transformer H. A pulsating current will then follow through the relay coil 13 or 13 in series with the anode of the triggered tube, causing the closing of one of the relays and rotation of the loop by the loop control motor, until the null axis isreached by the loop, whereupon no current will flow through output transformer 62, and no further loop rotation will occur. Ob-

viously, however, some loop oscillation will 00- cur, but this is common with all types of automatic control equipment and no harm will occur, as this oscillation, if it does occur, can be at least partlyaveraged in the rudder control circuit.

By using identical circuits attached to each loop I and 2, each loop will therefore constantly seek its own null position.

The rotational position of each loop is then transmitted via the Selsyn units and 2I through Selsyn circuits 22 and 23 to operate the Selsyn receivers back of navigation dial 24, so that by observation of indicating hands 25 and 26, the position of the two loops and consequently their respective transmitting stations may be at all times observed with respect to the axis of the plane. Obviously this navigation dial may be calibrated in degrees of deviation, for purposes of visual navigation.

However, in addition to visual indication of the course of the plane, we prefer to utilize the varying loop positions to operate the rudder of the plane. This may be accomplished by the use of an A. C. bridge control circuit as shown in Fig. 4. It will be noted that in the description of Fig. 1, four potentiometer resistances have been listed, and these resistances have been shown diagrammatically in Fig. 4. The front loop shaft 2 operates a resistance 2'! through arm 21'. The rear loop shaft 6 operates a rear loop resistance 28 through arm 28. eratcs the resistance and the pilot control resistance i2 is operated from the instrument panel. These four resistances are connected together in series to form a bridge with lateral resistances I00 and I00 on each side of the rear loop resistance 28.

The output of the bridge is taken from the panel control arm 43 of the panel resistance 42 to one end of primary IBI of rudder control input transformer I02, the other end of the primary IIlI being connected to arm 36 operating resistance 35 controlled by the servo motor arm 37. This output is amplified by an amplifier tube I85 of conventional design and leads through a blocking condenser I06 to trigger grids I01 and ID? of servo motor relay tubes I08 and I08, which may be tubes of the thyratron or trigger type. The anodes I09 and I09 of these tubes are connected through servo motor relay.

coils III] and H8 and thence to center-tapped secondary III of A. C. supply transformer II 2, the primary I I3 of which is energized by an A. C. source H5, or if desired, from source 10 used for the loop control motors. A. C. source H5 also energizes, through a bridge transformer H6,

The rudder servo motor 38 opfront loop resistance arm 21' through line H1, and rear loop resistance arm 28' through line Transformer I I 2 is center-tapped so as to make opposite ends of the secondary oppostie in phase. Consequently relay tubes I08 and I08 will be operative out of phase with each other. Relay coils I in and I I0 operate to move a servo motor armature I20 having on the end thereof a servo motor valve I2! closing vacuum lines I22 or I22 leading to rudder servo motor 38, in accordance with the direction of movement. Thus the vehicle rudder is operated.

Resistor 35 controlled by the servo motor arm 31 provides a follow-up system for the control surface. This is to say that for a given off-course position indicated by the position of control arms 21 and 28' with respect to each other and with respect to the airplane, only a given amount of angular displacement is permitted the servo motor before resistor 35has changed in value sufficiently to rebalance the bridge and to stop further movement of the servo motor. Resistor 42, which is positioned on the instrument panel of the airplane, with control 43 available to the pilot is used as a compensator for drift, such that the illusion of two imaginary transmitters is created in such a position as to cause the homing characteristics of the composite control unit to be corrected up wind of the course so as to compensate for drift of the airplane in the down 'wind direction. This does not necessarily mean that a straight line course will not be possible without heed to the control of drift compensation by varying resistor 42, but rather the course will be a series of rum lines or a "saw-tooth wherein the airplane slowly labors into the wind and rapidly drifts down wind. Since the amplitude of this saw-tooth course is in practice extremely small, for all practical purposes a straight line may still be flown, yet from a standpoint of passenger comfort and fuel efficiency, it is deemed feasible to provide this control for drift compensation so that in a steady cross wind the airplane is made to fly a crabbing course with out the oscillation accompanying a saw-tooth course.

The extra resistors I00 and I00 on the ends of rear loop resistor 28 are ballast to provide a balanced bridge even though opposite resistors 21 and 28 are of different total resistance. The reason resistors 21 and 28 (operated by the front and rear loops respectively), are preferably made of different resistance is that a duplex device of this nature may be operated, as before stated, strictly as a homing device, which renders the air plane relatively insensible to displacements from a straight line betweenthe two heel and toe transmitters, but which will be very sensible to yaw angles developed between the axis of the airplane and the line between the airplane and the leading transmitter. Operation under this classification has the major disadvantage of causing an airplane to fly any one of a family of cigar-shaped curves between two stations and any instant the airplane may be flying essentially parallel to, but considerably displaced from the desired straight line course.

The device may be also operated to be sensitive only to displacement from a straight line c'ourse between two transmitters, yet be relatively insensible to yaw angles between the axis of the airplane and the line between the airplane and the leading transmitter. This latter operation on the other hand cannot conceivably loops.

.flv a parall l ourse and s stabl only along .a-

straight line between twostatioh but has an a norin characte istic of c n he an rplane to fly a series of oscillations from one side of the course to the other, in a manner closely resembling a curve.,.and to :fly'from one thre h ld of sensitivity o the other. The a plitude oi thi oscillation apparently an ten-v on comprisin Bare-additive, astrictly homingdevice of the nature of the" first above recited characteristic will result If theresistances 21 and 18 are of equal values and angular displacement values are made to be subtractive; a device of the second classifioation will result.

l-Iowever, if the resistance '2"! operated by the front loop, receiving signals from the leading station, islof twice the value of the rear resistance 28' and the respective control arms are so disposed I that their angular displacement values .are sub.-

tractive, the resrrliting device will be approximately a 150-50 blend of the above characteristics. In this manner the control .efiect of the system upon the airplane will be composed of two equal coml ponents, one of which is the angular displacement 'of the front loop with respect to the airplane.

The other is proportional to the angle between the twoloops irrespective of their angles with the axis of the airplane. 'Thus we have provided adevice having half homing, and half displacement characteristics.

Resistor 35 which is driven by the rudder servo motor arm 31 as above described, lends a powerful stabilizing factor to the functioning .of the bridge circuit in that the actual rudder displacement can be made proportional to the sum of the front loop displacement with respect to the airplane, plus the angle between the front and rear As the airplane approaches the course from an off-course position, this sum will diminish and become zero, at which time the rudder angle .also becomes zero and a pointof infiexionappears on the curve of approach to the straight line course. This will occur when the heading of the a airplane becomes such as to definitely cross course andthe airplane will approach the course quite abruptly.

Then as the flight progresses beyond this direction, the airplane Will reverse its turn and approach the straight line course on a tangent.

With this system of flight and from a strictly analytical viewpoint, no complementary ambiguity or stability along a line at right angles to the true course can possibly exist; neither can av a e of the loop swings will becom t e ind "However, the

cated Antiehunt devices may be used to control loop oscillation.

As regards the follow-up characteristics of the servo motor, we prefer to utilize an on-and-ofi type of servo motor so that when a turn is exeouted by the airplane at a rate slower than the servo motor will react, then the controlling motion of the servo motor will be an intermittent action wherein the servo motor overtakes-the need for direction and will go out of action until a greater need for rudder develops, at which time it goes back into action in the same direction. This will give a square wave form of motion whose frequency will be proportional to the difference betw en h deg ees pe e on o he a gular velocity-of the airplane and the angular-velocity of the servo motor when operating at full speed in one direction.

It w l b n t ced hat the outpu of th trou and rear receiving systems in our device above described are not required to be electrically mixed and thus may be utilized as completely independout d ecti n find a d as co u at on eceivers. g

i e ha d scrib d t m xin ci cuit a being a abridge circuit under the control of the mo ment or he two lo ps-and he m vem nt of th r d r or rudder serv -m or. it will readi y appr c a by se sh lled the tha o h m ng circuits embodyin elem n s und r the control of the lo p movements and t e rudder mov t m y be ut liz d to produc an an between the rudder and the airplane axis which s p p ti nal to t sum or diff ren e dependin on th zone o operation) or :the an le between e l p null axis an the axi of the p ane, and the acute a le b t een n rmals to th null axes of. both loops. For example, variable indu tors can be oper ted by he turning of th loop and the tu nin of the rudd r and the current mixed to produce the same result as described herein.

Furthermore, it should also be pointed out that many airplanes already have as installed equi ment, means to trim the rudder of'the craft. Consequently igf such means are available the panel resistance d2 under the control .of 5.3 can obviously be omitted, as this resistor has the equivalent action of .a' rudder trimming device.

It should also rbe pointed out that :the angular velocity of the rudder can be made substantially proportional to the difference between the actual rudder position at any one instant and the position to which the rudder would become stabilized if no further action thereon were to be :made', .even though an on-and-ofi servo motor is utilized. The latter of course, has essentially a single speed of action. -However, the time intervals which action takes place and ceases to take place are one-half oycle intervals of 60 cycles A.-C.. consequently the average motion for practicalpurposes will fairly represent the optimum motion.

We claim;

. e. et d o cot ol m the t eri g means o di iei le vehicl sp as to maintain the lat r b tantia l on a ourse d rmi ed by a p r of su sta tia ly .non d r ct on l radio transmitters operating at spaced points qn saigl course and emitting signals characteristicof each transmitter, said vehicle being provided with a pair of right and left indicating radio direction finder systems, each system including aldirectional element separately rotatable with respect to an axis of said vehicle, which comprises the steps of tuning .each of said direction finders respectively, to receive signalsfrom a different one of said transmitters, rotating each of said directional elements with the output of its associated direction finder system to a predetermined Position with respect to the station transmitting the signal received by the direction finder system, creating a current in accordance with the position of both elements, and controlling the steering means with said modified current.

2. The method of controlling the steering means on a dirigible vehicle so as to maintain the latter substantially on a true course determined by a pair of substantially non-directional radio transmitters operating at spaced points on said course and emitting signals characteristic of each transmitter, said vehicle being provided with a pair of right and left indicating radio direction finder systems, each system including a. directional element separately rotatable with respect to an axis of said vehicle, which comprises the steps of tuning each of said direction finders respectively, to receive signals from a different one of said transmitters, rotating each of said directional elements with the output of its associated direction finder system to a predetermined position with respect to the station transmitting the signal received by the direction finder system, creating a current in accordance with the position of both elements, selectively modifying said current to correct for drift, and controlling said steering means with said modified current.

3. The method of controlling the steering means on a dirigible vehicle so as to maintain the latter substantially on a true course determined by a pair of substantially non-directional radio transmitters operating at spaced points on said'course and emitting signals characteristic of each transmitter, said vehicle being provided with a pair of right and left indicating radio directon finder systems, each system including a directional element separately rotatable with respect to an axis of said vehicle, which comprises the steps of tuning each of said direction finders respectively to receive signals from a different one of said transmitters, rotating each of said directional elements with the output of its associated direction finder system to a predetermined position with respect to the station transmitting the signal received by the direction finder system, creating a current in accordance with the position of both elements, developing forces from said current, applying said forces to correct the course of said vehicle, and modifying said current in accordance with the magnitude and sense of said correctional forces.

4. The method of controlling the steering means on a dirigible vehicle so as to maintain the latter substantially on 'a true course determined by a pair of substantially non-directional radio transmitters operating at spaced points on said course and at different carrier frequency, said vehicle being provided with a pair of right and left indicating radio direction finder systems, each system including a directional element separately rotatable with respect to an axis of said vehicle, which comprises the steps of tuning each of said direction finders respectively to receive signals from a different one of said transmitters. rotating each of said directional elements with the output of its associated direction finder system to a predetermined position with respect to the station transmitting. the signal received by the direction finder system, creating a current in accordance with the position of both elements, developing forces from said current, applying said forces to correct the course of said vehicle, modifying said current in accordance with the magnitude and sense of said correctional forces and further modifying said current at will to correct for drift.

5. In a vehicle having a rudder and a mixing circuit having element values under separate control of a pair of radio direction finding elements, the method of operating of said circuit to cause said vehicle to traverse a course between a pair of spaced radio transmitters of different carrier frequency located on said course, comprising the steps of rotating said direction finding elements to indicate the respective directions of said transmitters, energizing said mixing circuit in accordance with the direction and extent of rotation of each of said elements, and controlling said rudder in accordance with the output of said mixing circuit.

6. Radio control apparatus for the steering means on a dirigible vehicle comprising a pair of directional antenna systems each system including a directional element mounted on and rotatable with respect to an axis of said vehicle, a receiver connected in each of said antenna systems, means for rotating each of said directional elements in accordance with the sign of the output of its associated receiver, to a position indicative of the direction of a front and rear radio transmitter respectively, a mixing circuit including means for energizing the same, means operated by the rotation of said directional elements to control the output of said mixing circuit in accordance with the extent and direction of rotation by said directional elements from time to time, and a servo-motor connected to the rudder of said vehicle and energized by the output of said mixing circuit 'to adjust said rudder in predetermined direction and extent in accordance with changes in the output of said mixing circuit brought about by such rotation of said directional elements.

7. Apparatus in accordance with claim 6 wherein said mixing circuit contains elements varied by the rotation of said directional elements and a variable element connected to said servo motor under control thereof.

8. Apparatus in accordance With claim 6 wherein said mixing circuit contains elements varied by the rotation of said directional elements, a variable element connected to said servo-motor under control thereof, and another variable element having a manual control connected thereto.

9. Radio control apparatus for a dirigible vehicle having a rudder comprising a pair of directional antenna systems, each system including a directional element mounted on and rotatable with respect to an axis of said vehicle, a receiver connected in each of said antenna systems, means for rotating each of said. directional elements in accordance with the sign and magnitude of the output of its associated receiver, to a position indicative of the directionof a front and rear radio transmitter respectively, a servo motor connected to said rudder, a mixing circuit controlled by the position of said directional elements and said servo motor, means for energizing said mixing circuit, and means for operating said servomotor in accordance with the output of said mixing circuit.

10. Radio control apparatus for a dirigiblevehicle having a rudder comprising a pair of directional antenna systems each including a directional element mounted on and rotatable with respect to an axis of said vehicle, a receiver connected in each of said antenna systems, means for rotating each of said directional elements in accordance with the sign and magnitude of the output of its associated receiver, to a position indicative of the direction of a front and rear radio transmitter respectively, a servo motor connected to said rudder to control the course of said vehicle, a mixing circuit having elements therein varied in accordance with the position of each of said directional elements, means rendering said servo motor responsive to the output of said mixing circuit, and an element in said mixing circuit connected to and varied in accordance with the position of said servo motor. 1 W

11. Apparatus in accordance with claim 10 wherein the elements varied by both directional elements are of equal value and wherein variations by said systems are additive. 12. Apparatus in accordance with claim 10 wherein the element varied by one directional element is of twice the value of the element varied by the other directional element, and wherein variations by said directional elements are subtractive.

13. Apparatus in accordance with claim 10 wherein the elements varied by said directional elements are equal in value and wherein variations by said directional elements are subtractive.

l4. Apparatus in accordance with claim 10 wherein an additional element is provided in said mixing circuit variable at will.

15. The method of guiding substantially along a true course, a rudder controlled vehicle provided with a pair of right and left indicating radio directional finder systems, each including a dire"- tional element separately rotatable with respect to the longitudinal axis of said vehicle, said method comprising the steps of adjusting said direction finder systems respectively to receive signals from a pair of transmitters located at spaced points in line with the true course and emitting signals distinguishing each transmitter from the other, rotating each of said directional elements to point to a different one of said transmitters, indicating alinement of each of the directional elements on said vehicle with respect to such transmitter from which it receives its signal, and adjusting the rudder of said vehicle in accordance with the positions of said directional elements to produce an angle between the rudder and the longitudinal axis of the vehicle which is proportional to the sum or difference of the angle formed by said longitudinal axis and the transmitter indication line of one of said directional elements, and the acute angle formed by the normals to the station indication lines of both of said directional elements.

16. The method of guiding substantially along a true course, a rudder controlled vehicle provided with a pair of right and left indicating radio directional finder systems, each including a directional element separately rotatable with respect to the longitudinal axis of said vehicle, said method comprising the steps of adjusting said direction finder systems respectively to receive signals from a pair of transmitters locatedat spaced points in line with the true course and emitting signals distinguishing each transmitterfrom the other, rotating each of said directional elements to point to a different one of said transmitters, indicating alinement of each of the directional elements on said vehicle with respect to such transmitter from which it receives its signal, and controlling the rudder of said vehicle in accordance with the relative positions of said directional elements with respect to each other, and with respect to the position of one of said elements to the longitudinal axis of the vehicle.

17. The method of guiding substantially along a true course, a rudder controlled vehicle provided with a pair of right and left indicating radio directional finder systems, each including a directional element separately rotatable with respect to the longitudinal axis of said vehicle, said method comprising the steps of adjusting each of said direction finder systems respectively to receive signals from a difier-ent one of a pair of transmitters located at spaced points in line with the true course and emitting signals distinguishing each transmitter from the other, rotating each of said directional elements to a null signal position with respect tosuch transmitter from which it receives its signal, and adjusting the rudder of said vehicle in accordance with the positions of said directional elements to produce an angle between the rudder and the longitudinal axis of the vehicle which is proportional to the sum or diilerence of the angle formed by said axis and the transmitter indication line of one of said directional elements, and the acute angleformed by normals to the station indication lines of both of said directional elements.

18. In a radio directional control system for vehicles having directional guiding means such as a rudder or the like; a bridge network comprising a plurality of serially connected impedances, a connection from each of two oppositely disposed impedances in said bridge network to provide input terminals for said network, an adjustable connection associated with each impedance of another and oppositely disposed pair of impedances in said bridge network to provide output terminals for said network; a source of power connected to said input terminals; a pair of directional elements each rotatable with respect to the longitudinal axis of said vehicle to enable locating of said vehicle with respect to a pairof spaced transmitters in line with the desired route of travel of said vehicle; movable means connected to one of said adjustable connections and one of said directional elements to adjust said connection in accordance with the extent and direction of rotation of said rotatable directional element and unbalance said bridge network accordingly; corresponding means connected to said other adjustable connection and said other rotatable directional element to correspondingly adjust said other connection; and circuit means connected to said output terminals and responsive to the combined unbalancing efiect of both "of said rotatable directional elements on said bridge network for maneuvering said directional guiding means to ultimately restore said adjustable connections to their balancing positions on said bridge network as the vehicle approaches the desired route of travel.

19. Apparatus in accordance with claim 18 wherein the impedances to which said adjustable connections are made are of equal impedance value and wherein the adjustments of said connections by said rotatable directional elements are additive in their efiect on the bridge network.

20. Apparatus in accordance with claim 18 wherein one of the adjustable impedances is of approximately twice the value of the other adjustable impedance and wherein the adjustments of said connections by said rotatable directional elements are subtractive in their eifect on said bridge network.

GEORGE B. GREENE. RALPH W. GOBLE. 

